JP2009298388A - Turn control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the output for assisting a steering of a driver and to reduce energy consumption. <P>SOLUTION: The turn control device includes a vehicular body, wheels WLF, WRF rotatably disposed to the body, and where a low rolling resistant area having a small rolling resistance are formed on a tire, a steering device, a steering assist device for assisting the steering of the steering device, a steering assist determination processing means for determining whether or not the auxiliary of the steering by the steering assist device is required, and an output reducing processing means which imparts a camber angle to the wheels WLF, WRF when the auxiliary of the steering is required and contacts the low rolling resistant area to a road surface. When the auxiliary of the steering is required, the low rolling resistant area is contacted to the road surface, and therefore the load applying to a drive part of the steering assist device is reduced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a turning control device.

  Conventionally, a vehicle is provided with a steering wheel, and when a driver steers the steering wheel, the direction of the wheel is changed by a turning angle corresponding to the steering angle of the steering wheel, and the vehicle is turned. Yes.

In this case, for example, when the vehicle is turned by turning the steering wheel during a stationary run (during low speed running), a large frictional force is generated between the tire and the road surface. In order to change the direction of the wheel, it is necessary to increase the steering force of the steering wheel accordingly. Therefore, a torque sensor is disposed on the steering shaft of the steering wheel, the steering torque generated on the steering shaft is detected by the torque sensor, and a hydraulic piston, an electric motor or the like as a drive unit is driven according to the detected steering torque. Thus, a power steering apparatus is provided that can assist the driver in steering the vehicle (see, for example, Patent Document 1).
JP 2006-335257 A

  However, in the conventional power steering device, if the coefficient of friction between the tire and the road surface is large, the frictional force increases correspondingly, and accordingly, the steering torque during steering increases.

  Therefore, the load applied to the hydraulic piston, the electric motor, etc. increases, and the output for assisting the driver's steering by the power steering device increases. As a result, the energy consumed in the power steering apparatus increases.

  The present invention solves the problems of the conventional power steering device, and provides a turning control device that can reduce the output for assisting the steering of the driver and reduce the consumed energy. The purpose is to do.

  For this purpose, in the turning control device of the present invention, a vehicle body, a wheel that is rotatably arranged with respect to the body, and in which a low rolling resistance region in which rolling resistance is reduced is formed on a tire, and steering A device, a steering assist device for assisting the steering of the steering device, a steering assist determination processing means for determining whether the steering assist by the steering assist device is necessary, and a case where steering assist is necessary And an output reduction processing means for giving a camber angle to the wheel and bringing the low rolling resistance region into contact with the road surface.

  In another turning control device of the present invention, the steering assist determination processing means determines whether or not steering assist is necessary based on the current location of the vehicle.

  In still another turning control device of the present invention, the steering assist determination processing means determines whether or not steering assist is necessary based on the state of the vehicle.

  In still another turning control device of the present invention, the output reduction processing means gives a camber angle to the wheel when the vehicle speed is equal to or less than a threshold value.

  In still another turning control device of the present invention, the output reduction processing unit gives a camber angle to the wheel when the acceleration is equal to or less than a threshold value.

  According to the present invention, in the turning control device, a vehicle body, a wheel that is rotatably arranged with respect to the body, a tire in which a low rolling resistance region in which rolling resistance is reduced is formed, and steering are provided. A device, a steering assist device for assisting the steering of the steering device, a steering assist determination processing means for determining whether the steering assist by the steering assist device is necessary, and a case where steering assist is necessary And an output reduction processing means for giving a camber angle to the wheel and bringing the low rolling resistance region into contact with the road surface.

  In this case, it is determined whether or not steering assistance by the steering assistance device is necessary, and when the steering assistance is necessary, the camber angle is given to the wheel, and the low rolling resistance region is brought into contact with the road surface. The load applied to the drive unit of the steering assist device is reduced. Therefore, since the output of the steering assist device can be reduced, the energy consumed in the steering assist device can be reduced.

  In another turning control device of the present invention, the steering assist determination processing means determines whether or not steering assist is necessary based on the current location of the vehicle.

  In this case, for example, when the vehicle is in a parking lot, the output of the steering assist device can be reduced.

  In still another turning control device of the present invention, the steering assist determination processing means determines whether or not steering assist is necessary based on the state of the vehicle.

  In this case, when the R range is selected, the hazard lamp is blinking, or the range changes from R → N → D, the output of the steering assist device can be reduced.

  In still another turning control device of the present invention, the output reduction processing unit gives a camber angle to the wheel when the acceleration is equal to or less than a threshold value.

  In this case, even if the vehicle speed is low, if the acceleration is high, the camber angle is not given to the wheel, so that the tire can be prevented from slipping.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 2 is a conceptual diagram of the vehicle in the first embodiment of the present invention, FIG. 3 is a plan view of the wheel drive unit in the first embodiment of the present invention, and FIG. 4 is the first embodiment of the present invention. It is a figure explaining operation | movement of the actuator in a form.

  In the figure, 11 is a body representing the vehicle body, WLF, WRF, WLB, WRB are front left, front right, rear left, and rear right wheels rotatably arranged with respect to the body 11, Each can be rotated independently. The wheels WLF and WRF constitute a front wheel, and the wheels WLB and WRB constitute a rear wheel.

  Of the wheels WLF, WRF, WLB, and WRB, the tread 37 of the tire 19 is divided into a plurality of regions in the width direction, that is, two regions in the present embodiment. When the center line representing the center in the width direction is the dividing line Ld1, a low rolling resistance region 38 having a characteristic of a small loss tangent, which will be described later, is formed outside the dividing line Ld1 (side away from the body 11). A high grip region 39 having a characteristic of a large loss tangent is formed on the inner side (the body 11 side) from the line Ld1.

  Grooves having different patterns (hereinafter referred to as “tread patterns”) are formed on the outer peripheral surfaces of the low rolling resistance region 38 and the high grip region 39. That is, a rib type tread pattern in which grooves are continuous in the circumferential direction of the tire 19 is formed in the low rolling resistance region 38, and a lug type tread in which grooves are continuous in the width direction of the tire 19 is formed in the high grip region 39. A pattern is formed. Also, a block type tread pattern in which grooves are formed between a plurality of independent blocks can be formed in the high grip region 39.

  The loss tangent indicates the degree of energy absorption when the tread 37 is deformed, and can be represented by the ratio of the loss shear modulus to the storage shear modulus. The smaller the loss tangent is, the less energy is absorbed. Therefore, the rolling resistance generated in the tire 19 due to friction with the road surface is reduced, and the grip force representing the force for gripping the road surface is also reduced. As a result, wear generated on the tire 19 is reduced. On the other hand, as the loss tangent increases, the absorbed energy increases, so that the rolling resistance increases and the grip force also increases. As a result, the wear generated on the tire 19 increases.

  In the present embodiment, the dividing line Ld1 is set to be the center line of the tread 37. However, the dividing line Ld1 is set at an arbitrary position in the width direction of the tread 37, and the low rolling resistance region 38 and the high line The ground contact areas of the grip area 39 can be made different from each other.

  Further, 13 is a steering wheel as a steering device (operation member), 14 is an accelerator pedal as an acceleration operation member, and 15 is a brake pedal as a deceleration operation member. When the driver rotates and steers the steering wheel 13, A steering angle is given to the wheels WLF and WRF according to the steering angle of the steering wheel 13, the direction of the wheels WLF and WRF is changed, and the vehicle is turned.

  For this purpose, a steering shaft (not shown), a pinion gear attached to the steering shaft, a rack meshed with the pinion gear, a tie rod connected to the rack, and the wheel WLF are provided between the steering wheel 13 and the wheels WLF and WRF. , A knuckle arm or the like attached to the WRF and connected to the tie rod via a ball joint. Accordingly, when the steering wheel 13 is rotated, the pinion gear is rotated, the rack is advanced and retracted, and accordingly, the tie rods are moved in the axial direction in the wheels WLF and WRF, and the directions of the wheels WLF and WRF are changed.

  When the driver depresses the accelerator pedal 14, the vehicle can be accelerated according to the depression amount, and when the driver depresses the brake pedal 15, the vehicle can be braked according to the depression amount. The steering angle represents a rotation angle when the steering wheel 13 is rotated, and the turning angle is a vehicle when the directions of the wheels WLF and WRF are changed according to the steering angle of the steering wheel 13. Is the angle formed by the front-rear direction and the direction of the wheels WLF and WRF.

  Reference numeral 16 denotes a control unit that controls the entire vehicle, and 31 to 34 are disposed between the body 11 and the wheels WLF, WRF, WLB, and WRB, respectively, and the wheels WLF, WRF, WLB, and WRB are arranged. It is a wheel drive part to rotate each independently. In addition, the camber angle can be provided to each wheel WLF and WRF by the wheel drive units 31 and 32 of the wheel drive units 31 to 34. For this purpose, the wheel drive units 31 and 32 are connected to the hydraulic control unit 40, and the hydraulic pressure generated by the hydraulic control unit 40 is supplied to the wheel drive units 31 and 32.

  The turning control device is controlled by the steering wheel 13, the control unit 16, the wheel driving units 31 and 32, the hydraulic control unit 40, and the like, and the front left side by the wheel WLF, WRF, WLB, WRB and the wheel driving units 31 to 34. The front right, rear left and rear right wheel drive units 41 to 44 are configured.

  Next, the structure of each wheel drive unit 41, 42 on the left front side and the right front side will be described. In this case, since the structure of each wheel drive unit 41, 42 is equal, only the wheel drive unit 41 on the left front side will be described.

  As shown in FIG. 3, the wheel drive unit 41 includes a wheel WLF and a wheel drive unit 31, and the wheel WLF is fitted to the wheel 18 formed of an aluminum alloy or the like and the outer periphery of the wheel 18. ) The tire drive 19 is provided in a combined manner, and the wheel drive unit 31 is a camber plate 45 as a wheel drive plate having a circular shape, and is mounted on the camber plate 45 and is housed in the wheel 18. A motor (wheel motor) 46 as a driving unit for driving, an actuator 47 as a driving unit for swinging the camber plate 45, and a joint portion (universal member as a connecting member for connecting the camber plate 45 and the actuator 47) Joint) 51 and the like.

  The motor 46 includes a stator 48 fixed to the camber plate 45, a rotor (not shown) rotatably disposed in the stator 48, an output shaft 49 attached to the rotor and fixed to the wheel 18 at the tip, and the like. Is provided. When the accelerator pedal 14 is depressed by the driver, the motor 46 is driven in proportion to the depression amount, and the rotational speed is increased or decreased.

  The actuator 47 includes hydraulic cylinders 53 to 55 as first to third driving members, and the hydraulic cylinders 53 to 55 include cylinder portions 61 to 63 fixed to the body 11 and the respective cylinders 61 to 63. Rod portions 64 to 66 are provided so as to be movable back and forth with respect to the cylinder portions 61 to 63, and the rod portions 64 to 66 are connected to the camber plate 45 via the joint portions 51.

  By the way, as shown in FIG. 4, the axis extending through the center O of the camber plate 45 and extending in the front-rear direction (length direction) of the vehicle is the xa axis, and the axis extending in the left-right direction (width direction) of the vehicle is ya. When the axis extending in the vertical direction (height direction) of the vehicle is the za axis, the hydraulic cylinders 53 to 55 are driven to move the rod portions 64 to 66 forward and backward in the directions of arrows A and B. The camber plate 45 can be rotated in the directions of arrows C and D around the xa axis. Therefore, a predetermined position near the upper end of the camber plate 45 on the za axis is defined as a first position st1, and a predetermined position below the first position st1 and on the rear side in the vehicle front-rear direction. Is a second position st2, and a predetermined position below the first position st1 and on the front side in the longitudinal direction of the vehicle is a third position st3, the first to third positions st1 to st3 Each of the joint portions 51 is disposed, and the camber plate 45 and the rod portions 64 to 66 are rotatably connected to each other via the joint portions 51. In the present embodiment, the first to third positions st1 to st3 are at equal pitch angles in the circumferential direction of the camber plate 45, and in this embodiment, an interval of 120 ° is set. Is set.

  A camber angle can be given to the wheel WLF by generating a hydraulic pressure by the hydraulic control unit 40 and selectively supplying and discharging the generated hydraulic pressure to the cylinder units 61 to 63.

  That is, when the state in which the wheel WLF is placed perpendicular to the road surface (not shown) and parallel to the body 11 is set to the neutral state, the rod portion 64 is moved in the arrow A direction by a predetermined amount in the neutral state. When the rods 65 and 66 are moved (retracted) and moved in the direction of arrow B by the same amount (advanced), the wheel WLF is rotated in the direction of arrow C, and the wheel WLF has a negative camber angle (negative camber angle). ) Is given. In the neutral state, when the rod portion 64 is moved (forward) by a predetermined amount in the direction of arrow B and the rod portions 65 and 66 are moved (retracted) by the same amount in the direction of arrow A, the wheel WLF is moved to the arrow D. And a positive camber angle (positive camber) is given to the wheel WLF.

  In the present embodiment, hydraulic cylinders 53 to 55 are used as the first to third drive members, and the rod portions 64 to 66 are advanced and retracted by driving the hydraulic cylinders 53 to 55. However, a motor is used as the first to third driving members, and the rod portions 64 to 66 can be moved by driving the motor.

  Further, in the present embodiment, a motor 46 is provided as a driving unit for traveling on each wheel WLF, WRF, WLB, WRB. However, an engine may be used instead of the motor 46. it can. In that case, the rotation generated by the engine can be transmitted to a wheel functioning as a drive wheel via a rotation transmission system such as a propeller shaft, a differential device, and a drive shaft.

  By the way, for example, if the steering wheel 13 is steered and the vehicle is to be turned significantly at the time of stationary, a large frictional force is generated between the tires 19 of the wheels WLF and WRF and the road surface. In order to counteract the direction of the wheels WLF and WRF, it is necessary to increase the steering force of the steering wheel 13 accordingly. Therefore, in the present embodiment, a power steering device as a steering assist device is provided, and the steering of the steering wheel 13 by the driver is assisted by the power steering device. Therefore, in the power steering apparatus, when the steering torque when steering the steering wheel 13 is large, a hydraulic piston, an electric motor, etc. as a driving unit (not shown) are driven, and the movement of the rack and tie rod is assisted. It is like that. The hydraulic piston constitutes a first drive part, and the electric motor constitutes a second drive part.

  Next, a control device for the entire vehicle will be described.

  FIG. 1 is a control block diagram of a vehicle in the first embodiment of the present invention.

  In the figure, 16 is a control unit, 31 is a CPU, 32 is a RAM as a first storage device, 33 is a ROM as a second storage device, WLF and WRF are wheels, 20 is a steering wheel 13 (FIG. 2). A steering amount sensor as a steering amount detection unit that detects a steering amount that is an operation amount, s1 to s3 are control valves that supply and discharge hydraulic pressure to and from each cylinder unit 61 to 63 (FIG. 3), and ε1 is each wheel WLF. , A camber angle sensor as a camber angle detection unit for detecting a camber angle given to the WRF.

  Reference numeral 71 denotes a power steering device, 72 denotes a vehicle speed sensor as a vehicle speed detection unit that detects the vehicle speed, 73 denotes an acceleration sensor as an acceleration detection unit that detects vehicle acceleration, 74 denotes a navigation device, and 81 denotes a shift instruction member. A shift lever 82 is a hazard lamp that blinks when the vehicle is stopped.

  The power steering device 71 is disposed on a steering shaft (not shown) that represents the axis of the steering wheel 13, and a torque sensor 75 as a steering torque detector that detects steering torque generated when the driver steers the steering wheel 13. When the steering torque is larger than a threshold value, a power steering mechanism 76 and the like that drive the hydraulic piston, electric motor, and the like to move the rack and tie rod are provided. Further, the navigation device 74 includes a vehicle, that is, a GPS sensor (not shown) as a current position detecting unit that detects the current position of the own vehicle as the own vehicle position, a data recording unit in which various data such as map data are recorded, and the like. .

  As will be described later, the control unit 16 drives the actuator 47 to give camber angles to the wheels WLF and WRF. The assigned camber angle is detected by the camber angle sensor ε1 and sent to the control unit 16 to perform feedback control.

  By the way, as described above, if the coefficient of friction between the tire 19 and the road surface is large, the frictional force generated when the direction of the vehicle is changed increases accordingly, and accordingly, the steering torque increases.

  As a result, the load applied to the hydraulic piston, electric motor and the like in the power steering mechanism 76 increases, and the output of the power steering device 71 increases, so that the energy consumed in the power steering device 71 increases.

  Therefore, in the present embodiment, the turning control processing means (not shown) of the CPU 31 performs turning control processing, and when a predetermined condition is satisfied when turning the vehicle, a positive camber is applied to the wheels WLF and WRF. A corner is provided so that the low rolling resistance region 38 of the tire 19 is brought into contact with the road surface.

  FIG. 5 is a flowchart showing the operation of the turning control processing means in the first embodiment of the present invention, FIG. 6 is a diagram showing a subroutine of state determination processing in the first embodiment of the present invention, and FIG. 7 is the present invention. The figure which shows the subroutine of the output reduction process in 1st Embodiment of this, FIG. 8 is a figure which shows the state of the wheel in the 1st Embodiment of this invention.

  First, the state determination processing unit of the turning control processing unit performs state determination processing, determines the state of the power steering device 71, and determines whether or not steering assistance is necessary. For this purpose, the vehicle condition acquisition processing means of the state determination processing means performs vehicle condition acquisition processing, reads the vehicle position from the navigation device 74, refers to the map data in the data recording unit, and parks the vehicle (vehicle). Whether the vehicle is in the field is acquired as a vehicle condition representing the vehicle environment.

  When the vehicle is in the parking lot, the power steering determination processing unit of the state determination processing unit performs the power steering determination process and determines that the steering assistance by the power steering device 71 is necessary.

  The output reduction processing means of the turning control processing means performs output reduction processing to reduce the output of the power steering device 71. For this purpose, the travel condition acquisition processing means of the output reduction processing means performs travel condition processing, reads the vehicle speed detected by the vehicle speed sensor 72 and reads the acceleration detected by the acceleration sensor 73.

  Subsequently, the output reduction condition determination processing means of the output reduction processing means performs an output reduction condition determination process, and determines whether or not the first output reduction condition is satisfied depending on whether or not the vehicle speed is equal to or less than a threshold value. Whether or not the second output reduction condition is satisfied is determined based on whether or not the acceleration is equal to or less than the threshold value. When the vehicle speed is equal to or lower than the threshold value, the acceleration is equal to or lower than the threshold value, and the first and second output reduction conditions are satisfied, the camber angle provision processing means of the output reduction processing means performs camber angle provision processing, As shown in FIG. 8, a positive camber angle α is given to the wheels WLF and WRF.

  Therefore, when the vehicle is parked, etc., when the tire 19 is frequently stationary (running at a low speed), in the tire 19, the low rolling resistance region 38 and the road surface GND are mainly in contact with each other, and the high grip region 39 is the road surface. Since it is away from GND, even if the friction coefficient between the tire 19 and the road surface GND is large, the frictional force generated when changing the direction of the vehicle can be reduced accordingly, and accordingly the steering torque is reduced. can do.

  Therefore, since the load applied to the hydraulic piston, the electric motor, etc. in the power steering mechanism 76 is reduced, the output of the power steering device 71 can be reduced. As a result, the energy consumed in the power steering device 71 can be reduced.

  Even if the vehicle speed is low, when the acceleration is high and the tire 19 may slip, a positive camber angle α is not given to the wheels WLF and WRF. Therefore, since the high grip area 39 and the road surface GND can be brought into contact with each other, the tire 19 can be prevented from slipping.

Next, the flowchart of FIG. 5 will be described.
Step S1: State determination processing is performed.
Step S2: The output reduction process is performed and the process is terminated.

Next, the flowchart of FIG. 6 will be described.
Step S1-1: The own vehicle position is read.
Step S1-2: Determine whether the vehicle is in the parking lot. If the vehicle is in the parking lot, the process proceeds to step S1-3, and if the vehicle is not in the parking lot, the process returns.
Step S1-3: Power steering determination processing is performed and the process returns.

Next, the flowchart of FIG. 7 will be described.
Step S2-1: The vehicle speed is read.
Step S2-2: Acceleration is read.
Step S2-3: It is determined whether the vehicle speed is equal to or less than a threshold value. If the vehicle speed is less than or equal to the threshold value, the process proceeds to step S2-4, and if the vehicle speed is higher than the threshold value, the process returns.
Step S2-4: It is determined whether or not the acceleration is below a threshold value. If the acceleration is less than or equal to the threshold, the process proceeds to step S2-5, and if the acceleration is higher than the threshold, the process returns.
Step S2-5: Assign a positive camber angle α and return.

  Next, a second embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the same code | symbol is provided and the effect of the same embodiment is used about the effect of the invention by having the same structure.

  FIG. 9 is a diagram showing a subroutine of state determination processing in the second embodiment of the present invention.

  In this case, the vehicle condition acquisition processing means reads the range selected by the shift lever 81 as the shift instruction member, and determines whether or not the R range for reversing the vehicle is selected. Get as.

  When the R range is selected, the power steering determination processing unit determines that the steering assist by the power steering device 71 as the steering assist device is necessary.

Next, a flowchart will be described.
Step S1-11 Read the range.
Step S1-12: It is determined whether or not the R range is selected. If the R range is selected, the process proceeds to step S1-13. If the R range is not selected, the process returns.
Step S1-13: A power steering determination process is performed and the process returns.

  Next, a third embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the same code | symbol is provided and the effect of the same embodiment is used about the effect of the invention by having the same structure.

  FIG. 10 is a diagram showing a subroutine of the state determination process in the third embodiment of the present invention.

  In this case, the vehicle condition acquisition processing means reads a hazard signal for blinking the hazard lamp 82 and obtains whether or not the hazard lamp 82 is blinking as a vehicle condition representing the state of the vehicle.

  When the hazard lamp 82 is blinking, the power steering determination processing unit determines that the steering assist by the power steering device 71 as the steering assist device is necessary.

Next, a flowchart will be described.
Step S1-21: A hazard signal is read.
Step S1-22: It is determined whether the hazard lamp 82 is blinking. If the hazard lamp 82 is blinking, the process proceeds to step S1-23. If the hazard lamp 82 is not blinking, the process returns.
Step S1-23: Power steering determination processing is performed and the process returns.

  Next, a fourth embodiment of the present invention will be described. In addition, about the thing which has the same structure as 1st Embodiment, the same code | symbol is provided and the effect of the same embodiment is used about the effect of the invention by having the same structure.

  FIG. 11 is a diagram showing a subroutine of state determination processing in the fourth embodiment of the present invention.

  In this case, the vehicle condition acquisition processing means reads the range selected by the shift lever 81 as the shift instruction member, and whether or not the range has changed from R → N → D, that is, the R range, the vehicle is in the neutral state. Whether or not the N range for placing and the D range for moving the vehicle forward are sequentially selected is acquired as a vehicle condition representing the state of the vehicle.

  When the range changes from R → N → D, the power steering determination processing unit determines that the steering assist by the power steering device 71 as the steering assist device is necessary.

Next, a flowchart will be described.
Step S1-31 Read the range.
Step S1-32: It is determined whether or not the range has changed from R → N → D. If the range has changed from R → N → D, the process proceeds to step S1-33. If the range has not changed from R → N → D, the process returns.
Step S1-33: Power steering determination processing is performed and the process returns.

  The present invention is not limited to the above embodiments, and various modifications can be made based on the gist of the present invention, and they are not excluded from the scope of the present invention.

It is a control block diagram of the vehicle in the 1st Embodiment of this invention. It is a conceptual diagram of the vehicle in the 1st Embodiment of this invention. It is a top view of the wheel drive unit in the 1st embodiment of the present invention. It is a figure explaining operation | movement of the actuator in the 1st Embodiment of this invention. It is a flowchart which shows operation | movement of the turning control process means in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the state determination process in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the output reduction process in the 1st Embodiment of this invention. It is a figure which shows the state of the wheel in the 1st Embodiment of this invention. It is a figure which shows the subroutine of the state determination process in the 2nd Embodiment of this invention. It is a figure which shows the subroutine of the state determination process in the 3rd Embodiment of this invention. It is a figure which shows the subroutine of the state determination process in the 4th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Body 13 Steering wheel 16 Control part 19 Tire 31, 32 Wheel drive part 38 Low rolling resistance area 40 Hydraulic control part 71 Power steering apparatus alpha Camber angle WLF, WRF, WLB, WRB Wheel

Claims (5)

  To assist the steering of the vehicle body, the wheel that is rotatably arranged with respect to the body, the tire has a low rolling resistance region in which the rolling resistance is reduced, the steering device, and the steering device The steering assist device, steering assist determination processing means for determining whether or not the steering assist by the steering assist device is necessary, and when the steering assist is necessary, giving a camber angle to the wheel, A turning control device comprising output reduction processing means for bringing a low rolling resistance region into contact with a road surface.   The turning control device according to claim 1, wherein the steering assist determination processing unit determines whether or not steering assist is necessary based on a current location of the vehicle.   The turning control device according to claim 1, wherein the steering assist determination processing unit determines whether or not steering assist is necessary based on a state of the vehicle.   The turning control device according to claim 1, wherein the output reduction processing unit gives a camber angle to the wheel when the vehicle speed is equal to or less than a threshold value.   The turning control device according to claim 4, wherein the output reduction processing unit gives a camber angle to the wheel when the acceleration is equal to or less than a threshold value.

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